Motor idling period control



Jan..20, 1948. F. J. TAFT MOTOR IDLNG PERIOD CONTROL Filed Sep't. 18, 1945 2 Sheets-Sheet l irren/Ey Jan; zo, 194s. F. J. TAFT 2,434,871

MOTOR IDLING PERIOD CONTROL v Filed Sept. 18, 1945 2 Sheets-Sheet 2 F16. 3i O /cmr/a/v .fo/wwf. clem/r 78 7a 66 9pm] /06 ,i3 36 'l .55 I 33 A ZZ 54 L' L '-43 70 INVENTOR.

Patented Jan. 20, 1948 UNITED STAT-.ES PTE'NT E'OTSFFI CE MOTORf IDLING PERIOD. CONTROL Franklyn J; Taft, Chicago,4 Ill., assignor of'onehalf vtoiJose'ph"-"S. Francis, doing Abusiness as Francis "Companyfhicago;v Ill. Application September 18, 1945, Serial.No.617g120 VA1-6 Claims. (Cl.`-'123198) My inventionre'lates. to'V a .motor idling period control and particularlyimprovements in mechanism for. controlling the operation of 'internal combustion motors and to similar devices.

`My invention relates more. particularly to' iin-` provements in such mechanism forcontrolling .the idling period .of Van internal combustion vrmotor after the loadhas' been taken off, such for .example as an automotiveV vehicle which hasbeen brought to .a stop .without'jthe ignition switch ,being .opened to stop. the motor.

.One of theV methods which I employ to shuto the motor is' stopping 'theflowof combustion' fuel tothe same. This is accomplished by means of a mechanism .interposed 'between vthe lthrottle .or accelerator. and the carburetor whichis .adapted when pressure is releasedfrom theaccelerator to close 01T the supply of fuel tothe engine'a'predetermined period Vof time .after the';motor`.has started "i`dling. Another method may be by means of the above aridamechanismco-actional therewith for `simultaneously shutting 101i" 'the ignition.

'An object :ofthe invention is togprovideimeans `for automatically stopping" the .operation of an internal combustionfengineafter idling in excess of aY predetermined'length of time. "Initsmore general aspect, theinventionprovides meansA for rendering Ainoperative the ignition 'system' n^an 'internal combustion engine for'stopping the same after a predetermined excessiveidlingperiod. In Vanother form, the g invention provides'means A"for cutting `oi'the flow'of fuel vvto accomplish Y'the same objective. A combination of Lthese two means is also within the purview of this invention.

Another'object of thepresent invention-is to provide na mechanism forshutting'off the lsupply of 'fuel'to the carburetorofan internal combustion motor a determined periodof timeafter the load has been -released -and the "motor is idling.

`A further object of the-'inventions to provide -a mechanismof the typedescribed for'shutting'oi the supply of fuelfto lthe `carburetor an`d-simu1 taneouslyshutting oi'y the ignition 'for the Ymotor a Jdetermined period 'of `time after the A'load 'has beenreleased and thelmotor isidling.

A furtherl object'of the invention is to=provide a mechanism'of the type described, manually Aadjustable sothatthe idlingperiod` can be varied within Ilimits -as 'desired before lthe engine is automaticall-ycut-oi.

A -further object of'the invention-1 is toprovi`de mechanism for 4breaking :the ignition A'circuit "a ideterminedperiodof time afterthe load has been released vand the motor is idling.

'A' further `object of the invention is to provide amechanism` of `thetype described capable of automatically resetting itself after each operation.

Other objectsand'advantages will Vbe more apparent from "the following description f wherein 'reference is 'had to the accompanying two sheets vof drawings upon which:

V'Fig.l is agenerally diagrammatic' view of `a portion yoffa-n automotive vehicle showing the installation' and my improved mechanism in association with the motor andother parts;l Fig. 2 is fragmentary`Y side View offthe motor idling'period'control unit and associated parts with portions thereof broken away in section to more clearly-'showotherparts; Fig. -3 is a crosssectional View of the sametaken generally on the line 3--3 of Fig. 2; Fig. 4 is a vertical sectional view taken generally on the line II---Il of Fig. 2; Fig. 5`is-a circuit diagram of the electrical connections for the motor control system; and Fig. f6 is'aY diagrammatic View of a/mofdied formv4 of system.

In the embodimentof the invention which I havephosento illustrate,v in'FigfLI have shown Laport-ion of an automotive 'vehicle which mayv include the motor I0,'carburetor I2 andfoottpedal Lor acceleratorll -They are standard or conventional in most automobiles at the present time. The acceleratory IIi'is'normally provided with a `compression springl member I6 betweenthe same -and the'oor boardto bringftheaccelerator back to normal Aposition whenever foot pressure is released. -I provide a push rod I8 pivotally connected between the accelerator and one arm of a bellffcrank lever 20 `which'is keyed to a shaft 22 positioned-in theidling period control unit' housing 24. The opposite arm of the bell crank lever ispivotally connected toa rod '-`26'that extends upwardlyand operatively connects with the carburetor 4'control lever 2B ofthe carburetor I2. In normalv operation this connection functions simil-ar'torthat'usually found between the accelerator andthe carburetor control lever,fi. e. to control the vfuel lvfeed tothe engine.

Shaft'2`2, which is mounted iin'suitable bear-A ings in' the side walls 30 and 32 of thehousing 24, hasa'lever'iM keyed-thereto and extending laterally tounderlie a vertically disposed pin member 36. The-pin member 3B is postionedin a suitable fbracket'for supporting the same `and permitting up and down movement the upward movementl being Ydirected Yagainst va coiled spring 38. 'Upward movement of thejpin''li is adapted to close electrical switch members 40 mounted upon a suitable insulated member inside the housing 24. Electrical conductors 42 and 44 extend from switch members 40 through suitable terminals for connection to a battery to a solenoid 46 which has a core 48 axially positioned therein and adapted to be moved upwardly when the solenoid is energized. At the end of a predetermined upward movement of the same against a compression eject air therein through the needle valve opening 58 and passageway 6U. The period .ofv time-required for this movement is controlled by an ad- Y Y justing screw B2 positioned in the housing 64V for the cylinder bore 56. This housing .may be suit` ably supported within the unit housing 24.

Electrical connection 68 extends from'switch-'j points 52to a solenoid I8. Wires 66 and 61 are for connection to a battery. Solenoid 10 is supported on one of the side-walls of the housing-24 by a suitable bracket 12. Thefsolenoid 10 has an axially positioned-core 14 pivotally connected at 16 -to a link 18. The link 18 may be pivotally connected at its oppositeendtoa lever 80 that is rotatably mounted on the shaft 22 and is provided with an upward extension 82 that carries a pin 84. I provide a `pair-- oiVv spaced links 86 mounted upon opposite sides `of the portion 82 ofthe lever rrotatable on pin- 84 which extend forwardly and support` aroller 89.- The roller 89 is positioned between a-rigidly disposed lever Bil-andan adjustablescrew SU'vmounted in the vupperlwall ofthe housing 24. lI provide a switch 92 positioned in the -path of roller 89 for apurpose-which will be hereinafter explained. Suitable electrical-conductors 94 and-96 extend therefrom...

The operation of the foregoing apparatus will now be explained. When the rod |8,.connected to the accelerator-is pushed forward. by .depressing the accelerator pedal; thefcarburetor control lever is operated to control the quantity of Yfuel supplyto the motor in a normal manner. YVWhen pressure-upon the footjpedal is released the-spring 6 returns the foot pedal'or accelerator to normal idling `position and moves the ,lever-4 34-inthe control unitA to the position shown in Fig. 2 vto close the contacts 40. Current thus energizes thesolenoid 46 whichattracts core 48 upwardly at aspeed generally determined bythe size of the needle valve opening-58. It is assumed that core 48 fits-snugly` in the solenoid bore so'that little air leakage-occurs. YAs the plunger approaches the end` of the-bore the contacts-52 are closed, thereby energizingthesolenoid 18. This draws the core 14 inwardly to move-the lever 88. Movement-of the lever 80 moves the roller 89 to the left (as shown in Fig. -2). Y -Atthe same time the shaft `22 fis being rotated Vcounterclockwise as vviewed int-Fig; 2, thereby pulling downon the carburetor control rod 26 toshut off completely the supply of fuel tothe engine -to stop the motor.

Infthe final stage-oi the 'movement Yof the roller 89 to the left, switch 921s opened thereby breaking` the circuit and deenergizing the solenoids 46 and 10.-V Compression springV 11 positioned` between the endV of solenoid 1|) and a shoulder on the `link 18 thereuponreleases and returns the spring 5|l.- Reliefyalve 59is.providedtofpermit A a quick return. This valve communicates with bore 55 and is adapted to admit air to the bore but close on compression in bore 55. The roller 89, however, by reason of the action of spring 81 rests against the side of the adjustable screw member holding open the switch 92. This is true by reason of the fact that the lever 88 is rotatably mounted upon-the shaft 22. When the driver places his'foot on lthe accelerator pedal |4 and moves the rod 8, bell crank lever 20 and Aarm 88 rigidly connected thereto are moved downwardly. YSpring. 81 pulls the roller down in contact lwith the arm 88 and it again rides over the end of post` 90 and is positioned beneath the same toreset the mechanism. The contacts 92 will again be closed and the mechanism is ready for another cycle of operation to shut off the flow of fuel to the engine when the period of idling exceeds the time for the travel of the piston 54 in the cylinder 55.

The same-mechanism may also operate to shut off-the ignition switch of the automotive engine if desired. Forthis purpose I provide a rod |66 connected adjacent the rod 26 to the bell crank lever 26 and extending upwardly to connect to the arm of lever |02 associated with the ignition switch |04. Thus when the motor has idled a determined period and the mechanism is operated to hold down-the lever 26 to shut off the supply of fuel to the carburetor, it will also operate the ignition switch to shut off the ignition.

As an alternative form of operation to shut off the ignition tothe motor, I connect the conductors 94 and 96. directly in the main circuit C which passes through the ignition switch |64. Thus, when the circuit through wires 94 and 96 is broken at points 92, the ignition circuit is broken and the engine will stop.

Referring now to Fig. 5, supply cable |55 going to the high sideof the usual automobile battery may be connected through switch 92 to junction |66. From junction |66, solenoid windingY 46 is connected to junction |61. From junction |06, connection is taken to switch 52, the circuit continuing through solenoid 16 to vjunction point |81. From junction |81, lead |08 goes to switch 4|] and thence to the other-side of the battery or ground as the case may be.

In the event that switch 92 is to control the ignition system, lead |69 may be taken from junction |06 to ignition switch |84 and then the circuit continued onin the customary manner. In such case, it is clear that the high side of the battery will be connected to ignition switch |04 through lead |65.

Referring now to Fig. 6, an alternative form of the invention is shown wherein a delay action in a thermostatic-system is relied upon for cutting off vthe ignition circuit in an engine after the engine has idled for a predetermined length of time. The throttle mechanism including the linkage between |8 and 26 may be as shown in Figures 1 to 4 inclusive. Thus, lever 34' will control Ybutton 35 as in Fig. 2. Button 36' is carried'by. movable switch member H6 adapted to cooperate with xed switch member in a manner similar to switch 4B in Fig. 4. Switch contacts l0 and control a circuit including heater |2. Heater 2 is operatively associated with thermostatic switch H3. Switch ||3 may be any one of a number of different types adapted to snap open or close.- Such snap acting thermostatic switches are well knownin the art and are used for electric sadirons, various household heatingappliancesand vare widely used for industrial purposes. Thermostatic switch ||3 is f adapted to have`V contacts I4 I4 1 closed 2in thelcold condition.- Upon energizationofi heating coil l l2; thermostatic switch i I 3'11 will" be heated@ and snapped-lopen. Switch contactsf l i4 -arei in the ignition control circuit and maybe in series with the usual ignition key controlled switch.

Itfislpreferred to provide meansfor preventing heater H2'` from being continuous-ly energized. To this end, the leadconnecting-y movablefswitch contact l l maybe--disposed'inz series with a pair ofcontactsV lid-carriedr by thermostatic switch HS'E These-contacts are mounted so that they are electrically insulated from other circuits.

In orderto `control the response timefor the thermostatic switch after initial energizationof heating coil H2, it vmay be desirable to dispose a block lleof suitable heat insulating material suchasr asbestos, or'even-an air space, between heating coil I I2 andthermostatic switch l I3;A

Itis possible to design the entire' thermostatic switch and heating coil assembl'yfso that continuousheating of coil ll2for a predetermined periodfof time will be-necessary` forthermostatic switch l ISVtoV open. Thus; as an example, the heat loss kand heat transmission of theentire' as sembly may be soadjusted that continuous-heatingjoi Vheater l I2 for aperiod fofsayffifteen minutes'will be-necessary to open'tliermostatic switch IIS; In the event that intermittent idling pe riodsfof one-or two minutesoccur, heatingcoil l2' will be energized forashortperiodof. time. How ever, as long as these smallidling periods occur at infrequent intervals, thepredetermined cut off time of fifteen minutes will'still bemaintained. If frequent idling periods occur, then itis possible that the systemvwill cut ofi afteraicontinuous idling ofless than-fifteen minutes, say ten minutes;

It is preferred, however, to providevreadycooling offthermostaticswitch HSfso't-hat it may return to its-closedrcondition quickly' afterthe heating coil has deenergized. Thus, thermostatic switch l I3 'may be so designedthat'it will not 4opjen upto a temperature -oi"200 F, asan example. By having a,temperaturedifferential-between open'and-closed positionsof say ten de;i grees F. as an example, itfollowsthat-:switch i i3 will close'when-the temperature drops lto 190 F. By providing adequate Yventilation and properly designing the heatingcoil, itis-possibleto have the thermostaticswitch go to 4itsc-losed position within a few seconds after it hasopenedi- In such a case, it is possible forthermostatic switch i I3 to go oli and on at a-relativelyslow rate. By utilizing a thermos-tatie switch which opens and closes with a substantial sound, the opening and closing of the thermostatic'switch may serve as awarning signal. Inzany event, such continued operation of the thermostatic-control system will prevent damage to the ignition system by virtue of continuous current flowing therethrough when the engine is dead and willalso prevent unnecessary drain on the battery.

From the foregoing description, it wi'llfbey apparent to thoseskilled inthe artLt'hat I vhave-provided `a novel and effective.v mechanism` for: stopping thevoperation-of an` internal combustion engine after au desired idling period. WhilefI have illustrated and describedan embodiment thereof, in connection with the motor of an automotive vehicle, it will be apparent that the same mechanism mayA be 'employed in connection-with stationary engines, marine engines, or any -other type of internal combustion engine which it may be desirable to have automatically stop within a agencer 6l. given i periody off timeV after: f its' work; load ri-is': refmovedl- I contemplate thatzmodications and lchanges may be made in the exact details shown herein and I do not wishk to be`4 limited in any particular; rather whatVI I desire tosecure and'protect by Let-ters Patentof the United States is:

1'.'- Mechanism forcontrollingL the' iiow of fuel throughwa carburetor including. a foot. throttle, a--rod connectedl thereto, ai bell'crank leverl hav'- ing one end connectedlto said rod, a` carburetor, arrodconnected between said carburetor and the other end of'saidfbellcrank lever, a pivot shaft for said bell crank lever, and solenoid operated meansvassociated withsaidshaft for permitting the rotationof the same tostop the flow of fuel through: saidzcarburetor a predetermined period offtirne'aiterA pressure on saidfoot throttle has been released.'

2. Mechanism fori controlling theV flow of'fuel through aacarburetor including a foot throttle, a rod connected thereto, a bell crankleverhaving one endconnected to. said rod, a carburetor, a rodconnectedV between said carburetor and the other end of'saidb'ell crank lever, a pivot shaft for said bell crank lever, and solenoid-operated means -lassociatedy with said shaft forpermitting rotationthereof'tostopithe'flow of fuel through said carburetor a'predetermined period of time after' pressure on'said'foot throttle has been released, saidv solenoid-.operated means including adjust'ablemeanslfor controlling the period of rotation off said` shaft.

3L An idling control mechanism for internal combustion engines-of the type having an elec'- tric'switch for controlling the ignition system, ath'rottle valve having an engine idling position and anfengine shut-olf position, and a manually operable control for disposing said valve in said positions, said mechanism comprising i'l'rst means coupled tov said throttle valve, second means coupled tosaid switch, and time delay mechanism associated with said control for operating said first andsecond coupled means simultaneously to move said throttle valve to its engine shut-off'-positionand-said switch to an ignition system deenergizing position, respectively, a predetermined period of time after operation of said control disposing said throttle valve in said idling position.`

4; An idling period control mechanism for automotive'vehicle motors having an accelerator, a carburetor and control means between said accelerator and'said carburetor comprising a housing, a shaftpositioned therein and extending to one side thereof, a bell crank lever rigidly mounted on said shaft, a rod connecting one end of said lever tosaidaccelerator, a second rod connecting theoth'erfend to said carburetor, an arm secured to said-shaft, a pair `of electrical contacts, means associatedwith said arm for closing said contacts, electricalcond'uits from said contacts, a solenoid associated therewith, a plunger in said solenoid; a piston thereon; aV cylinder in which said-'piston-reciprocatea a needle valve control for said'cylinder, asecond solenoid controlled by said piston, said second solenoid having a plunger, a vlink connected thereto, a lever pivotally connected to'sai'd link and rotatably mounted on said bell crank lever` shaft, a pair of arms carried by said lever, a roller mounted therebetween, said roller movable when said'second solenoid' isenergizedtopermit said shaftto rotateto actuate the rod connected between said bell cranklever and the carburetor to shut off the supply of fuel through the same, said roller adapted in its final movement to break the circuit for said solenoids, whereby the mechanism returns to normal position.

' 5. Mechanism of the type described including a foot throttle, a, rod connected thereto, a bell crank lever having one end connected to said rod, a carburetor, a rod connected between said carburetor and the other end of said bell crank lever, a pivot shaft for said bell crank lever, and means associated with said shaft for opening the ignition circuit a pre-determined period of time after pressure on said foot throttle has been released.

6. Mechanism of the type described including a foot throttle, 9, rod connected thereto, a bell crank lever having one endconnected to said rod, a carburetor, a rod connected between said carburetor and the other end of said bell crank lever, a pivot shaft for said bell crank lever, and means associated with said shaft for opening the ignition circuit, said means including contact members normally closing said circuit but adapted to open thesame a pre-determined period of time after pressure on said foot throttle has been released.

7. Mechanism ofV the type described including a foot throttle, a rod connected thereto, a bell crank lever having one end connected to said rod, a carburetor, a rod connected between said carburetor and the other end of said bell crank lever, a pivot shaft for said bell crank lever and means associated with said shaft for opening the ignition circuit, said means including contact members normally closing `said circuit but adapted to open the same and solenoid means for opening said contact members a, pre-determined period oi time after pressure on said foot throttle has been released.

8. An idling period control mechanism for automotive vehicle motors having an accelerator, a carburetor and control means between said accelerator and said carburetor, said mechanism including time delay mechanism associated with said accelerator for shutting oi the supply of fuel to said motor a pre-determined period of time after pressure on said accelerator has been released.

9. An idling period control mechanism for automotive vehicle motors having an accelerator, a carburetor and control means between said accelerator and said carburetor, said mechanism including time delay mechanism associated with said accelerator for opening the ignition circuit of said motor a pre-determined period of time after pressure on said accelerator has been released.

10. An idling period control mechanism for automotive vehicle motors having an accelerator, a carburetor and control means between said laccelerator and said carburetor, said mechanism including time delay mechanism associated with said accelerator for opening the ignition circuit of said motor a pre-determined period of time after pressure on said accelerator has been released, said time delay mechanism including a connection between said control means and the ignition switch for said motor.

11. An idling period control mechanism for automotive vehicle motors having an accelerator, a carburetor and control means between said accelerator and said carburetor, and time delay mechanism associated with said control means 8' for shutting oir the supply of fuel to said motor a pre-determined period of time after pressure on said accelerator has been released, said time delay mechanism including a solenoid operated connection between said control means and said carburetor.

12. An idling control mechanism for internal combustion engines having a throttle valve and a manual control for said throttle valve adjustable from an engine shut-olf position to any desired running position, said mechanism comprising means coupled to said throttle valve and to said manual control for determining an engine idling position as one normal limit of the` throttle valve adjustment, and means responsive to a pre-determined dwell of said throttle valve in its idling position for moving said throttle valve to an engine shut on position.

13. An idling control mechanism for internal combustion engines of the type having a manually adjustable throttle valve and an ignition system with an electric switch for controlling the same, said mechanism comprising a supervising switch in series with said ignition control switch, means mechanically coupled to said throttle valve for maintaining said supervising switch in an engine running position during all normal throttle positions, said throttle having a normal idling position, and means responsive to a predetermined dwell of said throttle in said idling position for operating said switch to deenergize the ignition system and stop the engine.

14. An idling control mechanism for internal combustion engines of the type having a manually controlled throttle valve where said throttle Valve has a normal idling position, said mechanism comprising a first electric switch, thermostatic means for controlling said switch, a heating coil for said thermostatic means, a second switch for controlling said heating coil, means for maintaining said second switch open under all normal throttle valve conditions, and means responsive to a predetermined dwell of said throttle valve in an idling position for closing said second switch, whereupon said heating coil may he energized to actuate said rst electric switch, and means controlled by said iirst switch for stopping the engine.

15. The mechanism of claim 14 wherein said first switch is adapted to be connected in series with the ignition circuit of said engine.

16. The mechanism of claim 14 wherein said y thermostatic means for controlling said rst switch and said heating coil have a heat transmitting path providing a substantial time delay.

FRANKLYN J. TAFT.

REFERENCES CITED The following references are of record in the file of this patent: y

Great Britain Dec. 6, 1886 

